Shock absorber



Nov. 21, 1944. N; s FOCHT 2,363,308

SHOCK ABSORBER Filed Nov, 6, 1943 3 Sheets-Sheet 2 Nov. 21, 1944. N. s., FocHT sHocx'ABsoRBER Filed Nov. 6, 1945 SShQetS-Sheet 3 PatentedNov. 21,1944

NI'Tao STATES 42,363,308. SHOCK AB'sionnEa v Application November 6, 1943, serial N0..5o9,304 e 6 Claims.

i ThisV invention relates to -shock absorbers,A par- ,iticularly ,forfuseon aircraft, although capable of .,otherzuseafandf has for its-general object Lto pro- ;vide a.strong,"light-weight, highly eliicient/,oleo- `pnemnatic. shock absorber which hasgoodfspringfing qualtiesi andv whichL is automatically Vadjustfable inresponseto impact loads.y imposed thereon ..to-fpoffer.. smooth, .even .resistance to4 such vloads .-throughout its. stroke .despite suddenv momentary o increases finthe loads at '.dilerent points Vin vits stroke. j x 1 .Onespecial and. impor-tant object of 'Athegpr'esent-invention .fis `jto V.provide a shock absorber 'f which, 'as distinguished from l*oleo-pneumatic Vor v.zl'lydrauliczshock `absorbers of th'e metering4 pinl .rtype, isldevoid of anyNso-calle'd peaking 'or y locking and consequent momentary rigidityrdue `to".'s1.1dder'1:momentary .impact loads imposed nthereon. v

l Another specialand important vobject y.ofpthe present inventionis to :provide va shock absorber ".which'is. more .economicalto build and far less `-critica1ito variationsin manufacture than shock absorbers of ther meteringpin type.v4

' With rthe foregoing and other objects in view,`

`.=which `will 'become Amore fully apparent as the nature of the invention" is better understood, the

. y'sorber embodyingthe?novelJfeatures of construction, combination 'and arrangement 'of 'parts as -will be"hereinafter more fully described', illus- '.trated` infthe 'accompanying drawings v and :defined 5in the'appendedV7 claims. 1 f

A LIn/ the accompanying. drawings, whereinjlike ,characters of reference denote corresponding v.partsin'related views: '1.'fFigure A1' kis a side elevation, partly in section, r .:of al'shock-absorber constructed in accordance l.with one practical embodiment yof the invention .fand employed. as. a strutv of a strut-type airplane y:.landinggear, 1

.-'fligure-` 2 "is a central, longitudinal section ythrough .therliq'uifrmetering valve shown'infFigf '-.Figure .r3 .is a :sectionislmilar-to :Figure y2 but '45 taken atright angles thereto.

Figures 4 and 5 are cross sections on thelines l 4e-,Anand 5-`r5, respectively, of Figure 3.

.Figure-.6 is aside elevation ofthe piston elevment; of rthe valve shownin .Figures 1 tof5. :Figures nfl andy 8 are viewssimilar Ato Figure 1 fjzillu tratingalternative embodiments bof lthe `iniii/.en ionrg" U Figure-.9 is af'side elevation of lthe/"pistonvfele- -l .ment .of .the valve shown in Figure 8;;an'd

:Figure 10, is a -view similar to Figure 3 illustrating an'alternative'form y.of :the liquid meteringvalvefv Y Referring to the drawings` in' detail, ,rstrwith 5 particular ,Preference r.to 'the :embodiment lof rg the inventionillustrated invFigures ,-lvto, 6, it willvbe Vobserved that ythe-present ishock .-absorber is of f -the cylinder and Vpiston type Tand, comprises,` pri- Vmarily, a cylinder, .designated .as II), andava piston ll0 slidable ,thereon fand-fdesignatedl-as II. l.It will further beobservedzthat according-to theparticuvlar example i of .the @invention illustrated in said gures,'the shock absorltzeris disposed'vertically :and serves as .a .strut between ithe fuselagey I2 .of an aircraft `and a landing y'wheel 4If3thereof zequipped lwith a .penumatic tire,y y I 4, -r the .'cylinder .If0 v'being disposed' uppermost and being closed iat `its upperfendfby axhead I5'throughthe'instrumentalityzo'ff-.which it isfconnected' to the"v fuselage 20 :lf2,.and;:the piston III beingfdisposedlowermost fandcarryin'g zat; its lower .'enda the landing'whe'el zli3. 1 The loweraportionof the cylinder. |10 .constitutes aa fliquid-containing,fchamben .designated as -A, and ,ist lledzwith a body. ofi-liquidtdesignatedas a,

:while the ".uppergportion :cfr-said cylinder constitutes .a compressed air-containing chamber, designated as B, in which theairfis'under asuit- 4able pressurel above .atmosphericzpressure `even 3,0 whenthefcylinder I Uandthe pistoni I I are fully fdistendedrelativeto each/other;`y

1 In lthecylinder' II1.isa-.bulkhead 116 having an "openingen through whichfextends'thelupper end `portion of.`a'valve casing I'8",fan"din accordance with the invention vsaid yvalve casing' I8 'either` is threadedf in saidopening 'I I 1 'or otherwise is suitably' fastened 'to saidv bulkheadin closing `relalrtion'shipto said opening, andsaid'bulkhead otherwil-seis closedfragainst flow of liquid therethrough, 40 -fso that all .ow o'f liquidb'etween the vchamloersA and Bnecessarily is 'through' said valve l`casing. l:In this connection,` whileY f the I bulkhead I6 may A belocatedzat any -suitable'point ini-:the `cylinder' r Il) below thetopfof.sai'dfcylinderand-above the uppermost limit Cof i movement of Vthe `'upper 4end A -of :the piston .I' I ,l theilevelofthe vliquidI a in said ".S. cylinder, Lwhenathe latterfandthe piston are fully distended, is such as tojcoverlsaid" bulkhead `'and fthe upperendfporti'on of'saidivalve casing which *projects thereabove. In Lotherwords, the valve casing im is, 'at all times, submerged in the liquid .-'a andthe latterconstitutes afpistonforvarying the effective :area of vtheair=containing charnkabel-:'13, Y, f f l Blowtheitbullyhead Ifthevalvef-casing'is-provided with a pair of diametrically opposed ports I3 of narrow preferably uniform depth and considerable length, While above said bulkhead said valve casing is provided with another pair of diametrically opposed ports 2|) which likewise are of narrow, preferably uniform depth and considerable length. Moreover, the ports I9, 2|) at opposite sides of said valve casing preferably are alined with each other longitudinally of said valve casing, but this",` is not essential and said ports I9, may be spaced apart angularly, if desired.

The valve casing I8 is closed at its lower end by a wall 2|, is open at its upper end, and has U neatly, liquid-tightly fitted in its upper end portion and longitudinally slidable therein a hollow piston 22 which is closed at its lower end by a wall 23 and is open at its upper end. A pin 24 threaded in an opening in the side wall of the valve casing I8 and having its inner end disposed in a slot 25 in the side wall of the piston 22, serves to prevent rotation `and to limit longitudinal movement of said 'piston relative to said valve casing and also to retain said piston in assembly withsaid valve casing.

In the lower end portion of the valve casing I8 is a small cylinder 26 which is open at its upper end, closed at its lower end and seated at its lower end-upon the lower end wall 2| of said valve casing. Moreover, an annular ange 2`| extends laterally from said cylinder and Vbetween I:

this flange and the lower end wall 23 of the piston 22 is interposed an expansion spiral spring 28 which holds said cylinder against upwardl movement-and tends constantly to urge said piston upwardly. Furthermore, a plunger 29 is carried by the lower end wall of the piston 22 and extends downwardly therefrom into said cylinder in close-l ly fitting, liquidetight, slidable engagement therewith. The cylinder 26 containsair which is under atmospheric pressure when the piston 22 and the plunger 29 'are in their uppermost positio-ns.

Preferably, the cylinder 26 is separate from the lower end wall 2| of the casing I8 so that it mayv shift supercially. relative to said lower end wall to avoid any binding between the same and the plunger 29. However, said cylinder 26 may, if desired, be formedas an integral part of said casing end wall 2|. y

Also carried by thelower end wall of the piston 22 and extending upwardly therefrom through said piston beyond the upper, open end thereof,

is a rod 30 upon 'the upper end portion of which is slidably mounted a disk valve 3| for opening and closing cooperation with the said upper, open end of said piston.` Between the disk valve 3| the lowerend wall of the piston 22 by being threaded therein as shown.

In the lower end wall 23 of the piston 22 is either a single hole o-r, if desired, a plurality of holes,` 34, which afford constant communication between the interiorof said piston and the interior of the casing I8 below said piston 22, while in the side wall of said piston 22, `at diametrically opposite points, are lower and upper pairs of ports 35 and 36, respectively, for cooperation with the pairs of ports I9, 20, respectively, in the side wall of the valve casing I8. If the ports I9, 28 are alined longitudinally, the ports 35, 36 likewise are alined longitudinally. If, on the other hand, the ports I9, 2U are angularly spaced apart, the ports 35, 36 are similarly spaced apart angularly. In other words, the arrangement of the ports I9, 28, 35 and 36 is such that the ports I9, 35 coopcrate with each other and the ports 20, 36 coopycrate with each other, the said ports preferably being provided in pairs, diametrically opposed, to avoid any lateral thrust of the piston 24 against the casing 25 due to flow of liquid through the ports I 9, 35 and 2B, 36 into and through said piston. If desired, however, only single ports I9, 28 and 35, 36 may be provided in the valve casing I8 and the piston 22, respectively.

The ports 35 are of maximum width at their lower ends, of gradually reduced width upwardly froml their lower ends to intermediate points 3l, then are of gradually increasing width upwardly to points 38' of maximum width, and from the latter points again are of gradually reduced width to their upper ends. On the other hand, the ports 36 are of maximum width at their lower ends and of gradually and constantly decreasing width toward their upper ends. Moreover, the ports 35, 36 are equal in length and their lower and upper ends, respectively, have the same spaced apart relationship as the ports I9, 28 so that corresponding portions thereof always register with the ports I9 and 20, respectively. Furthermore, the lower end portions of the ports 35, 36 are alined with the ports I9, 20, respectively, when the piston 22 is at its limit of upward movement in the valve'casing I8.

Since the valve I8 is submerged in the liquid a and since some portions of the ports 35, 36 obviously always are alined with the ports I9, 20, re spectively, and since the hole or holes 34 afford constant communication between the interior of said piston 22 and the interior of the casing I8 below said piston, it follows that said piston and the portion of the casing I8 below the same' always are filled with liquid. In this connection, it is apparent that, through the disk valve 3|, the `upper end of the piston 22, to its outside diin the air chamber B. It is equally apparent that the lower end of said piston 22 is subjected to the pressure of the liquid therebelow in the lower end of the casing I8 and thatthe area of the lower end of said piston 22 against which the liquid pressure acts is lesser than the area of the upper end of said piston against which the air pressure in the chamber B acts by an amount equal to the cross sectional area of the plunger 29; Accordingly, as long as the pressure of the holes 34.

For any given installation of the shock absorber, the air in the chamber B is, as aforesaid. under a predetermined minimum pressure above atmospheric pressure when the cylinder ISJ and the piston II are fully distended relative to each other, as shown in Figure l. Therefore, when the shock absorber is fully `distended and not subjected to load, the air pressure in the chamber Binrxaintainsl thedi'sk valvealelosedand tends toimovethefpiston 22? downwardly; The' strength ofi the spring-v 2 8i is such, however,4` to' holds said piston: 22 at'. its-*uppermost limit of 'imovement .againsttherminimum air pressure. existing in the chamber B` when the shock absorber isf fully" distended: Accordingly; whenthetshockzabsorber is fiillyrdistended, the lower,` under portionsfotv the pprts'y 35,136iarezregistered'Withfthe-ports: I9-, 20,

respectively: t s

. Upon the shockxabsorber being` subjectedY to an yimpact loadi with. consequent inwardv movement of the cylinder I0 and thepiston II-relatiVeto eachlother the Vpressure ofthe liquid inI the chamliquid ilows" fromsaidl chamber A through-themas I9 anatheiower ends of the from-saidipiston through the. ports 20, 36 into the chamber' Band the'remainde-r acting upon rthe diskf valve 332 toppen the' same and flowing through the-fopen; upperfendof said piston into saidlchamberB. The pressure ofi the air in: the chamber B thereby is raised and acts-tomove'the piston 22:' downwardly, its amount of4 downward movement'depending, of course, upon the-amount ofc risein pressurey of the air inthe chamber A,

lthe strength:offzthefspring. 28-and the areal of the hole'or' holes3'4; Infother'vwords, for eachy dif-- ferent stroke position ofA theshock absorber and the; correspondingpressure of the air inthe :z

chamber B; the 'pistonf 22-vobviously will assume ardiierentifpositionf in' the Valve casing I8, the

f strength of` they spring'28lbeing such that saidY piston assumes `its lowermost position when'y the shock absorber. isfapproximately fully ycollapsed 1.

and the air in the chamber Brislv underl approxi'- rnatelyfmaxirnum pressure.r

v Assuming useiof the: shock absorber aspart of aircraft landing gear `of thevwheeled, pneumatictireor equivalenttypeand assuming, furihrer,v that .the aircraft is landing with the shock absorberiullyv distended; the operation isi as :follows: As-the tire I4 engagesthegroundv the tire is-'moderately deformedun'tilits resistance force equals the forcerequired'. to 4overcome, the inertia of; the liquid a; Then, upon increase of theresistance force due 4totv the -weightof the aircraft being. progressively imposed'` upon the tire I4', collapse of the shock absorber begins andtheliquid asbegins ftoiowf from the chamber Atthrough the i .impactcontrol ports I-9;..35-into the piston 22: and

through the lattery into the. chamber B, further ,compressingrthe air yfinthechamber Band there` `by initiatingdownward movement of. the piston 22. Inf this connection'y it =is' apparentthatonly the ports I9,.35 controliiow of theliquid a re which. are in regis'trationzwithr thezports I9is`sotas toi offer-fy a: gradual :but lrapidresistan'ces to; flowfof the liquid and thus cause a gradual deformation orfdeflectioniof the tire I4.

' fis.y thevtire';l |14@ approachesl 'norma-l deformation or-4 deection,:the 'portions of. thezportsi 3,5" above -theirfportionsf 3"I,of" least widthA begin toY register i with:tld'efportsM I9, andsince the saidf portions of f said 'ports' 35: aboveftheir portions`31 of least width progressively increase in width, it is apparent that ,continued imposition of load uponl theishock absorber, 5 with continued downward movement ofthe` piston 22', results' inf progressive increase ini thefeiective areasi'of'theports 35 andffgreater `freedom toflow offthe liquid asthe airinfthe chamberrBbecomes more highly compressed-:land oiers progressively: increasing resistance to4 the impact load. In this connection it is pointed"` out thatr the ports I9, 35 are of such predetermined shape and size` inirelation to the other elements ofl the "shock .absorber that the tire I4 andthe shock' absorber acttogetherv to gradually absorb at a uniform rate the initial impact forces r-esulting from landing of the aircraft until sub- .stantially maximumngdeformation or'deilection'of. l theY tire I4A occurs` and the shock absorber then, yacts` substantially'alone to continue to gradually Vuponrtheshocki absorber, thepiston 22rhas-a po*- sition in which thewider portionsy 38r ofv'itsports 35 are registered withl the ports I9 to'afford maximum effective area ofjsaidv ports 35. Therefore, during ta'xiingrof the aircraft','freel flow of the liquid-is permitted.v and the shock absorber insures a soft, flexible taxiing condition.

sultingf'iromimposition of impact for-ces' upon 4theshcckabsorberjbecause the disk valve 3I is free. to open to permit flow of the liquid from the piston 22 into the chamber B` and would ldo, so eveninthe complete absence ofthe ports- 20, 36.

Itis further. apparent rin ,thisconnectionthat the lvvid'e bottomportionsofwthe ports35, at this time register withthe ports I3. invite free flow of the liquid and quick .overcoming of its inertia so that the shockralbsorber begins to/function` to ab- .sorb 'they impact load substantially immediately following contact of thetire I-Lwiththeground. It' is additionally apparent in this connection that since theports 35y are gradually :but rapidly re- 'f `duced in width from their wider.bottom portions to their portions of. leastwidth at the points, 31,

initial. downward `movement of the piston 22 causes. a gradual.v butrapid reduction in thegeffec tive areas of vsaid.ports,35,-". e.,the areasksthereof During any landing ofthe aircraft, its landing velocity may result in a greater' load than its Weight being imposed uponA the shock absorber with consequent increased collapse rof the shock absorber.V and movement ofthe piston 22 below .a position in which the wider portions 38v of its ports 35 are alinediwith the ports I9.'V In that event, the progressively 'decreasing areas of the ports 35 above their'wider; portions Bti-provide `forgradual. constriction. of their effective areas with consequentr progressivelyA increasingy resistt ance to theincreas'ed loadz-untilthe force thereof isrfabsorbed.

Upon recoil of the shock absorber, the disk rvalve 3| prevents flowof liquid from the chamber Binto the piston 22 through the upper open end and requires theliquid, in 'itsy Iiow from said chamber B tothe chamber A, to pass through the portsA 20, 36. The4 ports 36 are of such predetermined widths atv different points' along'their lengths that, for: each different stroke position of the shock absorber and the'corresponding pressureA of the air in the chamber` B, the effective areas offsaid ports 36: are such aswto permit just theright amount of liquid toflow from the chamber. B tov the chamber A to gradually absorb the recoil force. During recoil of the shock absorber -liquidflows fromitheipiston 22 through theports,

`35; I9 into the chamber Apand since; the ports S5-are; as,L aforesaid,k largerv than the ports. 36,

they have no. effejctitoy meter` recoil il'owf of the liquid. On the contrary, metering of recoil ow of the liquid obviously is controlled solely by the ports 20, 36;

In shock absorbers of the metering pin type as vapplied to aircraft, if the metering pin and the orifice controlled thereby are designedi for maximum efficiency of the shock absorber in absorbing normal impact loads due to landing of the aircraft, there always exists the danger that upon any abnormal or crash-like landing of the aircraft the orifice controlled by the metering pin may momentarily become choked with liquid with consequent so-called peaking or momentary locking of the shock absorber, in which event the latter may act as a solid strut and cause the aircraft to be subjected to more or less severe stresses, sometimes even higher than it is designed to resist with its resultant collapse. If,

lon the other hand, in an effort to avoid or reduce the likelihood of any such occurrence, greater orifice area is provided, efciency is sacrificed in deference to safety. In this connection and as distinguished from shock absorbers of the metering pin type, the present shock absorber employs the piston 22 in lieu of a metering pin, and since the position of said piston obviously is affected only by pressures developed and not by flow of the liquid, and since the ports 35 may be amply large so as not to become choked with liquid even under actual crash landing loads imposed upon the shock absorber, it is apparent that the present shock absorber is not subjected It` is obtained at any sacrifice in efficiency.

The area of the hole or holes 34 is such that *for a given predetermined maximum velocity of the shock absorber, the piston 22 can move up yto but at no greatervelocity than is required to properly position the same to control iiow of the liquid a from the chamber A to the chamber B for each different stroke position of the shock absorber during a normal landing of the aircraft. It follows, therefore, that any greater velocity of the shock absorber, such as that which may occur due to the wheel I3 of the aircraft encountering a bump in the landing runway vduring taXiing of the aircraft, will result in a "lag in downward movement of the piston 22 with reference to collapsing stroke movement of the shock absorber. The effective area of the port 35 thus will be greater than would be the case at the same point in the collapsing stroke movement of the shock absorber had the bump not been encountered. The greater eifective area of the port 35 thus afforded at any particular time during collapsing stroke movement of the shock absorber provides for blow-offof liquid from the chamber A to the chamber B and serves effectively to prevent choking of the port 35 by the liquid, thus insuring against any so-called peaking or locking of the shock absorber.

As soo-nas the extra velocity of the shock absorber caused by the "bump is absorbed, the

piston22 then takes its normal position according to the pressure of the air in the chamber B at whatever the stroke position of the shock ab sorber may be dependent upon the load'Y imposed thereon following encountering of the bump If desired, the small cylinder 26 may be vented to the atmosphere in accordance with the teaching of my prior application, Serial No. 480,819,

'led March 27, 1943, or in any other suitable manner, to insure atmospheric airV pressure against the lower end of the plunger 29.` If, however, an effective liquid-tight seal is provided between the cylinder 26 and the plunger 29 to prevent accumulation of liquid in said cylinder, venting of said cylinder to the'atmosphere obviously is unnecessary. If the cylinder 26 is not vented to the atmosphere, downward movement of the piston into the same will cause a slight compression of the air therein, but this may be taken into account in calculating the area of the holes '34 and the strength of the spring 28 in designing the shock absorber'to operate in a certain predetermined manner in any particular installation thereof.

Referring now to the embodiment of the invention illustrated in Figure 7 of the drawings, it will be observed that the shock absorber is employed as part of an airplane landing gear of the lever suspension type, being interposed between an arm 40 fixed to and depending from the fuselage l2 of an airplane and the lower, wheel carrying end portion of a second arm 4I which is pivoted at its upper end to the lower end of the arm 40.

As in the case of the shock absorber shown in Figures 1 to 6, the Figure 7 shock absorber comprises a cylinder, designated as Il; disposed uppermost, and a piston, designated as Il', disposed lowermost. Also the Figure 7 shock ab'- sorber includes a liquid flow control valve, designated generally as l8; which is a duplicate of the liquid iiow control valve shown in Figures 1 to 6. However, in the case of the Figure 7 shock absorber, the Valve I8"is inverted and is mounted in the head of the piston Il instead of in a,

to define a liquid-containing chamber A thereabove and anair-containing chamber B therebelow. The valve I8 operates in the same manner as the valve shown in Figures l to 6 to meter flow of liquid from above the head of the piston II' to the space between the head of said piston and the floating piston 42, the latter moving downwardly as liquid is forced between the same and the head of the piston Il and thereby serving to raise the pressure of the air in the chamber B'. In short, the Figure '7 embodiment of the invention is the same in mode of operation as the Figures ,.1 to 6 embodiment of the invention and differs therefrom merely in mounting the valve I8 in the head of the piston Il' instead ofl in a bulkhead in said cylinder, and in providing the floating piston 42 in the piston I I' to define the chambers A and B. The Figure 7 embodiment of the invention provides a shock absorber'of comparatively short, over-all length better suited 4than the shock absorber shown in Figures 1 to 6 for installations such as illustrated in Figure 7 where the use of a shock absorber of any considerable length is impractical.

Referring now to the embodiment of the invention illustrated in Figures 8 and 9 of the u Y; endless track, designated generally, as 43lacking any equivalent of a pneumatic tire, the port which` essentiallyP .ace-ticos 6 y tor compensate r for theaction pf avpneumatic tire., O n--the contrary, it need-beland simplyis. ofuniformly decreasing width from `its upperl to its lower, end.

The maindifference between the Figure 10r valve andthe. valve shownin, Figures 1 .to 8..,is that the end tva-1123a of.A the rpiston 2.2@v of saidFigure 10 valve, .is extended intol the piston in ythe` form of a we1l4.4.to accommodate the spring 2Ba and to afford a liquid-containing space ,amplifying A.the

space. lbetween the end wa1ls23.a andv2la Olathe.v

pistcn and the valve casing.4 I resrpectively.; The valvecasing. la@ thus, may -be shorter li',lian the.

use is permitted` Y y l fit, hasybecomev more-or IeSscOmmQn. practice to --.overload. transportland other; types .of lair-- planes, .and When this is -donel it isthegusuat practice` to increase the initial f pressures in.-` the shockabsorber above nor mal.\ If, however, the

shock absorbers areofthe metering pin typei,.the

Figure 1 l1l)` illustrates a :liquid `Aiiowcontrol valve.'l l is'thesame asthe valve. illustratedsin Figures v1 to 8l, except that itis con.-v structedto `have a comparativelyshort over-allC 'length for-use ininstanceswhere a valve ofeomparatively long over-alliength is impractical.`

higher-,thansnormal,,` initial pressures therein.'

throwv them; out. of balance with 1 thel increased loads to be dissipated Inj the; presentshock ab:

sorber thisdifculty may; readily .be .overcome by sizingfthe ports 34, ;35, 36,l and the strengthofthe spring-18ste fproperly compensate for .theestial mated maximumfioverlcad and lthe higher-than-r The hydraulic dissipation :of

toL impesitionfupon the'shock absorberot impact@ loads, said lshock absorber yincludingy a compressed air-containing f chamben.- as' liquid-containing chambenaand ayliquid'emetering valveV comprising a casing and. a; hollow piston ;reciprocable therein for controlling flow of liquid from said liquidcontainingi-chamben.said casing and piston having registered ports in their side Walls for flow of liquid from said liquid-containing chamber, said ports being shaped to aord a different effective combined portare'a for each different position of said piston longitudinally relative to said casing, said members being eective when moved relative to each other by imposition of an impact load upon the shock absorber to force liquid from said liquid-containing chamber through said ports and thereby to raise the pressure of the air in said air-containing chamber, said piston being exposed at one end to the .pressure of the air in .said compressed air-containing chamber whereby it is urged in one direction by thefpressure of the air in said compressed air-containing chamber, and yieldable means constantly urging .said piston inthe opposite direction and of a strength in relation to the air pressure to insure a different denite position of said piston and a diierent effective area of said ports for each to imposition, upon differentv pressure ofthe airin saldair-containf; ingychamber.. y

A,shcck'absorbeiicomprising.apair of mein.- bers` ,-rnofvable relative .to each `other vin responseI the shockabsorber'of impact loads, ,saidshock absorber including a compressed air-containing chamber, liquid-containing. chamber, and a liquid metering valve comprising/faA cas-ingand a..hcllo,vv. piston reciprocable. therein for controlling o-w., of', liquid from. said liquidccntainingfchambler, said casing and piston.V hav-p. ing. .registered ports .in their .side walls ior new of .liquidijrom .said liquid-containing..chamber,

said pcrtsbeing; shaped to vafforda. different. efr.

fective'. combined. pcrt areador Ieach I different position cf, said. piston. longitudinally relative .to

said- .casing,. said members being.. effective. -when,A moved r relative toleach otherby imposition of fan, impact load upon xthes'hockabsorber toiforce. liquid f from Saidliquid-containing chamber; through, saidportsand ,thereby to.. raisethe. pres.-

su're .-otfl the ai'r insaid air-containingf Chambep, f said'. pistonhaving a .predetermined area. thereof at one fend.expsed,to the airY pressure in said` cempressed-airecontaining, chamberrand .a smallerareal thereof atits other. end..expesed tofthe pressure.. of vthe .liquid vin said ,liquid-containing., chamber `whereby it is. urged in ;on`e direction by, thel press-ure of, the, ain-in saidyair-containing: chamber, and yieldablemeanstending constantlyV tourge saidlpiston in the oppositey directionarid cfa ,.strengthin.. relation to the. air pressure tol insure different l definite, positio-n ,of said ,piston and fadiflerent effective arealpL said portsiQieach different .pressure of the airl in said ,compressed-.air-.containing 1charfnbeli.

` 3. :Ajsho'ck absorber comprising ajpair'of .members. movable relative` to each,OtherA in Vresponse t..imnQStiOn .upon .the .shock absorber 0f.' impact. loads; saidshock absorber inclu'uihsa Compressed air-containing f chamber, v a l liquid-containing chamber, anda liquid metering valve `comprising a casing rand 'a hollowY pistonreciprocable therein fory controlling flowA 'ofl lliquid, from said liquidccntaining chamber, said casing andfpiston having vregisteredpcrts in'their side wallyfor flow:

lof liquidjfrom saidl liquidcontaining chamber,

said portsjbeing shaped'toaiord .a Adifferent effective combined port area fer eachfdiierentv posi--v tion- 'of said" piston longitudinally relative to said` casing saidj members being jeiective. when moved relative to' each other by impositicn Qtanimpact f load upon the shock-kabsorberhto'forceliquid from4 said liquid-containing;chamberthfough said' ports rand thereby to raise the pressure ofthe air in said air-containing chamber, vsaid casing and piston at their ends adjacent to said liquid-containing chamber being closed and the closed end of one of them having a hole therein for admission of liquid to the space within said casing between its closed end and the closed end of said piston and for flow of liquid from said' space thus to predetermine the velocity at which said piston will move into said cylinder under any given pressure exerted inwardly thereupomsaid casing and piston being open at their other ends and said piston at its said other end being exposed to the pressure of the air in said compressed-air-containing chamber, means limiting that portion of said piston which isV exposed to the pressure of the liquid in said casing to an area lesser than by the air pressure, and yieldable means tending constantly to urge said piston outwardly relative to said casing and of a strength in relation to the air pressure to insure a diierent denite position of said piston and a different effective area of said ports for each different pressure of the air in said compressed-air-containing chambr. i

4. A shock absorber comprising, a cylinder closed at its upper end and open at its lower end, a piston slidably mounted in the lower end portion of said cylinder and movable into and from said cylinder in response to impact and .recoil loads, respectively, imposed upon the shock absorber, a bulkhead in said cylinder dividing the same into a lower liquid-containing chamber and an upper compressed-air-containing chamber, and a liquid metering valve carried by said bulkhead for controlling flow of liquid from said liquid-containing chamber and vice-versa, said valve comprising a casing extending through said bulkhead and closed at its lower end and open at its upper end and having lower and upper ports in its side wall below and above lsaid bulkhead, respectively, a hollow piston valve slidable in said casing and closed at its lower end and open at its upper end and having lower and upper ports in its side wall registered with said lower and upper casing ports, respectively, each related pair of said ports being shaped to aiford a different effective combined port area for each different position of said piston valve longitudinally relative to said casing, an upwardly opening check valve cooperating with the upper open end of said piston valve, the closed lower end of said piston valve having a hole therein for ow of liquid into and from the lower end of said casing, a small loW-air-pressure containing cylinder and a cooperating piston in the lower end portion of said casing one fixed with respect to said piston valve and the other lixed with respect to said casing so that the bottom area thereof exposed sure a different denite position of said piston valve longitudinally relative to said casing and a different effectiveV area of each related pair of said ports for each different pressure of the air in said air-containing chamber.

5. A shock absorber comprising a cylinder closed at its upper end and open at its lower end, a hollow piston slidably mounted in the lower end portion of said cylinder and movable into and from said cylinder in response to impact and recoil loads, respectively, imposed upon the shock absorber, a wall closing the upper end of said piston, a iioating piston in said hollow piston, said hollow piston below said floating piston containing compressed air and said cylinder and hollow piston above said oating piston containing liquid, and a liquid metering valve carried by the' wall closing the upper end of said hollow piston, said valve comprising a casing extending through said wall and closed at its upper end and open at its lower end and having upper and lower ports in its side wall above and below the said wall of said hollow piston, respectively, a hollow piston valve longitudinally slidable on said casing and closed at its upper end and open at its lower end and having upper and lower ports in its side wall registered with said upper and lower casing ports, respectively, each related pair of said ports being shaped to afford a different effective combined area for each dilerent position of said piston valve longitudinally relative to said casing, a downwardly opening check valve cooperating with the lower open end of said piston valve, the closed upper end of said piston valve having a hole therein for iiow of liquid into and from the upper end of said casing, a small lowair-pressure containing cylinder and a cooperating piston in the upper end portion of said casing, one xed with respect to said piston valve and the other xed with respect to said casing so that the top area of said piston valve exposed to the pressure of the liquid is lesser than the bottom area thereof exposed to the pressure of the compressed air in said hollow piston, and a spring tending constantly to urge said piston valve downwardly and of a strength in relation to the pressure of the air in said hollow piston to insure a different definite position of said piston valve longitudinally of said casing and a different elective area of each related pair of said ports for each different pressure of the air in said hollow piston.

6. A shock absorber, as set forth in claim 3, in y which an outwardly opening check valve cooperates with the open end of the hollow piston, and in which the casing and the piston have registered ports in their side walls controlling return flow of liquid'to the liquid-containing chamber.

NEVIN S. FOCHT. 

